Internal combustion engine



March 19, 1935. w. KNOCHENHAUER 4,

INTERNAL COMBUSTION ENGINE Filed Aug. 12, 1951 3 Sheets-Sheet l March19, 1935. w. KNOCHENHAUER 1,994,915

INTERIIIAL COMBUSTION ENGINE File'd Aug. 12, 1931 3 Sheets-Sheet 2fiwwzlfom- March 19, 1935. w; KNQCHENI-V-IALQIER I 1,994,915

INTERNAL coms'usnon ENGINE Patented Mar. 19, 1935 UNITED STATES INTERNALCOMBUSTION ENGINE Wolfgang Knochenhauer, Wernigerode,

' Germany Application August 12, 1931, Serial No. 556,593 In GermanyAugust 13, 1930 1 Claim.

This invention relates to a new arrangement of and improvements ininternal combustion engines, particularly of the type described inAmerican Patent No. 1,767,932.

In engines of this class the compression space of the compressioncylinder supplying the compressed air for combustion faces thecombustionspace of the working cylinder and the compressed air for combustion iscompressed in two stages, the first stage being arranged in the workingcylinder on the side of the working piston removed from the combustionspace while the second stage is disposed in; the compression cylinderconstructed as high pressure stage.

According to the present invention, the compressor cylinders are tiltedoutwardly about 30 in the direction of rotation, resulting in lowerconstructional height and the formation of larger wall surfaces for theaccommodation of cooling ribs. A further advantage derived from theinvention is that the crank pins driving the compressor pistons and themain bend form an angle of 180 less 50 injection angle plus 30inclination of the compressor cylinders relative to the main shaft orwhereby a better balancing of the masses is attained. Inmultiplecylinder engines, a considerable advantage is also afforded inthat two working pistons of a cylinder group composed of two units areconnected to a single driving rod by means of a cross-member, so thatthe crank gear is considerably simplified as to the number of cylindersand, above all a system of rods guide impeding the air cooling, areavoided in that merely the cylinder sides facing one another surround adriving rod. Finally, another important feature consists in that thecontrol members are considerably simplified by the elimination of aseparate cam or control shaft required or a transmission gearing such ashitherto required for driving the cam drum on the crank shaft forexample in star-connected motors.

An embodiment of the invention is illustrated by way of example in theaccompanying drawings in which Fig. 1 shows in partial longitudinalsection an internal combustion}. engine provided with air cooling. 7 V

Fig. 2 is a cross section of Fig. 1.

Fig. 3 shows a part section through the middle of the enginetransversely to the axis showing part of the compression cylinderprojecting on the right.

In a crank case 1) two short compression cylinders a are inserted, thepistons c of which are connected to the crank shaft (2 by means of crankpins d Valve crests e carry the working cylinders f standing thereon andcommunicating with the compression cylinders a by means of an outerchannel n. In these cylinders a the air compressed by the working pistong is again compressed and is finally forced therefrom through thecontrolled compressed airvalve 14 into the combustion chamber 0 of theworking cylinder. The outwardly extending piston rods h are mounted inthe working pistons and packed by stuliing boxes 7', arranged in thecovers 2; The piston rods h terminate in a cross member is.

Regarded from the direction of the crank shaft, the working cylindersare arranged one behind the other, the compression cylinders a, situatedalso one behind the other, are outwardly inclined laterally by about 30in the direction of rotation so that a lower constructional height andthe production of greater wall surfaces for the accommodation of coolingribs is obtained. The cross member is connecting the two piston rods his provided on its under side with journal bearings 2 for the hollowbolt 3, from which the driving rod Z is suspended, and which rod isconnected to the crank pin 02. On both sides of this main pin (3' twosmaller pins d are provided for the two connecting rods 0 of thecompressor pistons c. The crank shaft d is journaled in roller bearingp. The cam or control discs for the controlled valves are disposed onthe crank shaft d. The ring 5 provided with corresponding cams and keyedon a main crank arm 4 serves for controlling the exhaust valve 1'. crankarm 6, situated beside the rear crank bear- The disc shaped ing 37,carries a'control ring 7, which actuates a' fuel pump anda compressedair valve 14, Fig. 3, said pump supplying a nozzle which injects fuelinto the air. The fresh air suction valves m (Fig. 2) are controlled bya cam disc 8, keyed on the other side of the bearing 32. A cam disc 9 isalso keyed on the end of the crankshaft and serves for driving the fuelpump 10, which is connected with a fuel pressure collector 11. Betweenthe two discs 8 and 9 a helical wheel 12 is keyed on the crank shaft d,and drives the lubricating oil pump 13.

As shown in Fig. l, the pistons 9 rest almost on the base of thecylinder 1, when in the lowest position. The injection of the compressedairfuel mixture is effected through a duct 0, formed in the base of thecylinders 7. r

I claim:

In an internal combustion engine, working cylinder groups composed oftwo units, working pistons in each group, driving rods extending betweensaid cylinders, each driving rod adapted to serve two working cylinders,a cross member connecting each driving rod with two working pistons, andcompressor cylinders laterally tilted

